Mine-car coupling



Feb. 2

H' W' S^NFORD l571,345

original Filed March 2s, 1922 2 sheetssneez 1 muni? ummm l Mmmm" u FQ@ 2 y 192@ 1,571,345

H. W. /JNIFCJRJA MINE CAR COUPLINC' Original Filed March 23, 1922 2 Sheets-Sheet 2 i Sawmill...

Patented Feb. 2, 1926 unirse s'rnres PATENT .oF-ien nnen W. sermone, ,es Knoxvrrmn, Tennessee.

Application filed March 23, 15822, Serial Ho. 546,050.

conform: l, liner-1 lV. SANronn, e States, residing at muy tet

county of Knox and of Tennessee, have invented a new and useiiul improvement in Mine-Car Couplings', oi which the following is a speciiication, reterence being had to the accompanying d raivi ng.

lily improvement vrelates particularly to coupling' mechanism designed for the automatic coupling of mine ears used on rail tracks which are nner/'only supported and which have Atreoluent end irregular curves and trequent changes in grade.

The object of the invention. is to provide a simple Coup eine ein.

g strueture which will beiged automatically when ears are pushed eudu'ise against each other under the in;- conditieA mentioned above and which coupling?,` Structure will remain in engagement during` pushing and pulling and jolting of the cars at varyingv veloeity on suoli irregular traeliage as l have above m- (heated.

provide such A 'further of the improvement is to coupling structure in a form which will permit disengegementot the eoupling ting permit the turning oi one of the Cars paralstruetures o i' l) adjoining earsand put- .,aid struetures into such position as to lol to the length of the ear Without interereuee o'l" the coupling or bumper element of one car with the coupling or bumper elements et the adjoiningear or cars, this arment allowing a train oi' suoli cars to be inoved progressively through a rotary` tipple.Y the ear or cars the time in the tipple beingvturned bythe tipple for dulnping, until all the `cars have been thus emptied, and the ears being adapted to au- 21 of Fig. l;

Fig. 3 is an upright section on the line, 3 8, ot Figs. l and 2, looking in the direction oi" the arrow;

Fig. 4L is an upright section on the line, dnl, ,of Figs. l and looking in the direction et the arrow.

'Referring to said dmv-zuge, A, A desig- Renewed June 23, 1925.`

.designate the bumper with which is associuted a hook, G1. one end ot each `car is a bum 3er, B, while on the other end of, the same ear is a bumper, C, and a hook, (Il, combined with the bumper, C. It `is intended that the oars shall be placed in trains with 4all the lbumpers,B, or allthe bumpers,

C, directed toward the front of the train, so 7U that throughout the. train bumpers', B, and

C, will be opposite each other.

Each biiinperyB,` has in its upper face a reoess,ll1, extending near enough to the couvex tace et thefbumper to-lea-Ve Man outer upright Wall, lili". The bottom o said recess 'is a tfloor, Bg, in vihich are openings, Bt,

through which particles ol mineral may tall. lllhis lis intended to prevent the -illing ot said-recess with mineralto such extentas to uprevent the hook, C1, `from engaging in said recess.

The hook, G1, is hinged in the bumper, C, said bumper being chambered to receive the hub end of the hook. y Q

"-'llhe ohamber is formed by Walls, (J2, which are upright and at opposite sides o't and equi-distant-rom the upright, longitudinal plano of the car and extend from the front wall, C, of thegbumper rearward. The 'inner part of thehoolr, the part which isin seid chamber,has `flat side faces Which bear against the sid-e `ivallsof said ehamber. At .its inner end, the hook has ahub, C4, in which is aibearing, C, of polygonal cross section. In alignment with said bearing each of the side Walls of said chamber has a corresponding polygonal bearing, CG. A rook shaft, D, extends .through usaid bearings. `One end of said shaft merely proA jects through the adjacent bumper Wall, C2, and there receives a cross pin, D1. At the opposite side of thebumper, said shaft eX- tends-through a bearing, D2, supported on the car. At the side et said bearing opposite the bumper, a cross pin, D3, extends through said shaft to prevent movement. et the shaft toward the bumper.V Near said bearing said shaft is bentupivard to form an arm, D1',.\vhich is brought to an edge at 'D2 to adapt it to engagea toothed rack, D,

supported on the oar. 'For convenience and economy in manufacture, this rock shaft is made of a cylindrical rod formed or cut to produce an edge at D, and having the part which is in the hub,vU5, made polygonal in cross section to fit the bearing in said hub. Thus the rock shaft, D, is held for rocking in the bearings, CG, and D2, and the hook is joined to the rock-shaft for turning in unison with said rock-shaft. The rock-shaft and the hub of the hook are placed in the inner part of the chamber, (l-the part toward the body of the car. Thus space is left in the chamber between said hub and the front wall, C2, of the bumper, C. On each upright side face of said chamber is a lug, C?, which forms a bearing for the adjacent face of the hub, Said two bearings re sist movement of the hub toward the wall, C4, when strain is put on said hook by the adjacent bumper, B. This means for staying the hook is in addition to the support given to said hub by the rock-shaft, D.

It is also to be observed that lateral support is given to the hook by the side faces of the walls, C2. This lateral support is important, because it tends to avoid twisting strains on the shaft, D, and compels maintaining the outer end of the hook in the upright, middle, longitudinal plane of the car regardless of the relative shifting of the bumper when the cars are on curves. By this means, the outer end of the hook is compelled to shift its engagement' on the adjacent bumper, B, when the cars are put out of alignment on a curved track or one car shifts sidewise relative to the other on a straight track.

The outer end of the lhook has a head, C2, which has a. point, C9, directed obliquely downward and toward the hub, C2. The floor, B2, of the bumper, B, is a little below the plane of the axis of the hub, C2', said plane being indicated on the drawing by the line, a-a. The point, C9, of the hook is long enough to permit said point to rest on the uppei` face of the floor, B3, while the body of the hook is above and clear of the upper edge of the upright wall, B2, of the bumper. The distance of the Hoor, B3, below said plane is such as to cause the point of the hook to engage the wall, B2, in said plane.

lVhen the hook is in this position, the bumper and coupling structures are in en` gagement with each other and the two cars are coupled to each other. Vhen the train of cars is being pulled, the hook, C1, is under tension, the line of strain being in said plane, a-c- The point, C, of the hook is far enough from the hub to allow the hook to be engaged when there is space between the. two bumpers, in order that the two cars may be moved toward each other to free the point of the hook from the wall, B2, when it is desired to raise the hook out of engagement with the bumper, B. They outer, upright face of the wall, B2, is made convex on an upright line, as above stated, and also on a center which is in said plane, a-a. Hence when the cars are pushed toward each other, the bumpers will meet and engage each other in the plane, a-a. Thus when the cars are on a track which is of substan` tially uniform grade and the train is being pulled, all the engagements and strains are in the plane, o o; and when the train is being pushed all the bumper engagements and strains throughout the length of the train are in said plane.

Then the cars are moving on a straighttrack and enter upon a curve and 'the bump` ers on two cars bea-r against each other, during the. movement on the curve, the meeting faces of said bumpers will roll upon each other in a manner similar to the rolling of the rockers of a rocking chair on a Hoor, the hook,C1, shifting horizontally in the recess, B1. lVhen the train enters upon such a curve while the train is being pulled, so that the hook is under tension, the adjacent bumpers move sidewise toward the same side of the track, the hook slipping laterally along the inner face of the wall, B2. When the cars again enter on a straight track, the bumpers and the hooks return horizontally into their normal positions.

Vhen the hook is to be turned up out of its working position, the cars are to be pushed together to make enough slack to freethe hook from the wall, B2. Then the rock-shaft is to be turned to bring the hook into the upright position shown by dotted lines in Fig. 2, the arm, D4, engaging the rack, D6.

Now the hook is entirely out of the range of the bumper, B, and either car may be turned sidewise or on its longitudinal axis without being interfered with by the other car. Thus a train of such cars may be pushed progressively into a. rotary tipplc and the cars which are to be dumped by the turning of the tipple separated from each other by the disengagement of the hook, C1, in the manner above described. After the dumping of the first car or cars, the train may be pushed to bring the next suc` ceeding car or cars into the tipple, the hook being still kept in the raised and clear position. Then the next car or cars are to be similarly detached from the next succeeding car and then dumped. This operation is to be repeated until all the cars of the entire train have been dumped. As soon as any cars have been dumped, their connection with preceding cars may be restored by releasing and lowering the appropriate hooks.

As an auxiliary means tending to hold thel hook, C1, in the engaged position, Figs. 2 and 3 show an expanding coil spring, E,

placed horizontally into the lower part of the space between the walls, C?, one end of said spi-.ing being secured to ears, E1, on the hub, C4, ot the hook and the .other end of the spring being secured to ears, E2, on lthe inner tace of the wall, C3. lVhen Said spring is made a part of the structure, it yieldingly resists turning of the hub rin the direction permitting the rising ot the head of the hook while the cars are being jolted.

By combining the rock shaft and the hook, the coupling can be operated by attendants without going between or reaching between the cars andbeing thereby exposed to danger otl being injured when the `ears are pushed together or given an `unexpected movement.

lVhen the hook, C?, has been released from the bumper, B, and the ears have been separated to avoid engagement between the hook and the bumper, B, and the rock shaft arm is not engaged to hold the hook vin the elevated position, the body `of` the hook will rest on the wall, C3, and the lug, C7, of the bumper, C, whereby the head of the hook will be at the proper elevation to Abe lifted when thev hools: is thereafter pushed against a bumper, B.

It has already been mentioned that the hook may be turned finto the elevated position .and so held when the cars are to be turned in a rotary tipple. Placing the hook into the upright position to prevent automatic coupling when adjacent cars are pushed together is also desirable when cars are being switched or otherwise shiftedfand brought into engagement when 4it is not desired to couple.

I claim as my invention:

l. A mine car coupling structure comprising two bumpers, the iirst of said bumpers having an engaging tace which is upright and extends transversely to the length ot the car in a curved course iii the below-nientioned plane, and a hook having a point and being hinged to the second of said bumpers on a horizontal axis and adapted to turn on said axis to move said point in an are extending-when the first bumper is not in range, Yfrom below the horizontal plane ot said hinge upward in an are abo-ve said plane and above the height of said engaging face ot the irst bumper, whereby said point is adapted to engage said face in said plane and slide laterally along said face during changes in alignment of the cars which support said bumpers, substantially as described.

2. A mine ear coupling structure comprising two bumpers` the first of said bumpers having an engaging face which is upright and extends transversely to the length of the car in a curved course in the below-mentioned plane, a hook having a point and being hinged to the second of said bumpers 0n a la. rizontal axis and adapted to turn on said axis to more said ipoint in an are extending, when the itirst bun'iper is :not iii ,ifaiige, troni below the horizontal plane yof said hinge lip-ward man are above said plane andaba-ve the height of said engaging :tac

the first bumper, whereby said poiiitis 4adapted to engage said iaee in said .plane `and slide laterally along said Trace during changes inalignment of the cars which support ysaid bumpers, and a spring tending to turn said hook downward, substantially as described.

A mine .car kcoupling structure comprising two bumpers. tiie `iii-st 1o'l1 said bumpers having a-n engaging laee which is upright and-,extends transversely to the lengthot the ear in a curved course in the below-mentioned plane, a hook having a point and being hinged to thev second et said bumpers o n a horizontal axis and adapted to turn on said axis to move said point in an are r tending, when the iirstv bumper is not iii range, troni below the horizontaliplane ot' said hinge `upward in an are above said plane :and above the height ot said 'engaging :tace ot the tirst bumper, whereby said point is Vadapted to engage said tace in said plane and slide laterally alii-ig .said face cui-ing changes in alignment oi' the ca which support said bumpers, and a spring located within the second bumper in operative relation with the hook to tend to turn the hook downward, substantially as decribed.

et. A mine car coupling structure comprising two bumpers formed for engagement with each other in the below-.mentioned plane, the iirst oi said bumpers having an ,engaging face which is upright and extends transversely to the length oi the car `in a curved course iii the below-mentioned plane,

and a hooh having a point and being .hinged to the second of said bumpers on a horizontal axis and adapted to turn on said axis t move said point in an arc extending, when the iirst bumper is not in range, from below the horizontal plane oit said hinge upward in an arc above said plane and above the height of said engaging face of the first bumper, whereby said point is adapted to engage said face in said plane and slide laterally along said face during changes in alignment of the cars which support said bumpers, substantially as described.

5. A mine car coupling structure comprising two bumpers, the iirst of said bumpers having an engaging face which is upright and extends transversely to the length of the car in a curved course in the below-mentioned plane, and a hook having a point and being hinged to the second of said bumpers on a horizontal axis and adapted to turn on said axis to move said point in an arc extending, when the first bumper is not in range, from below the horizontal plane of said hinge upward in an are across a line extending upward from the outer face of the second bumper in the longitudinal upright plane of the car which supports the second bumper, and means for holding the hook and point in said raised position, whereby the ears bearing said bumpers may meet without coupling and whereby either el said cars may be turned independently of the other on its longitudinal axis in a rotary tipple, substantially as described.

6. A mine car coupling structure comw prising two bumpers, the first of said bumpers having an engaging tace which is upright and extends transversely to the length of the car in a curved course in the belowmentioned plane, and a hook having a point and being hinged to the second of said bumpers on a horizontal axis and adapted to turn on said axis to move said point in an are extending, when the first bumper is not in range, from below the horizontal plane of said hinge upward in an are across a line extending upward from the outer face of the second bumper in the longitudinal upright plane of the car which supports the second bumper, and means `for holding the hook and point in said raised position, whereby the cars bearing said bumpers may meet without coupling and whereby either of said -ears may be turned independently of the other on its longitudinal axis in a rotary tipple, and a spring tending to turn said hook downward, substantially as described.

7. A mine ear coupling structure comprising two bumpers, the first of said bumpers having an engaging face which is upright and extends transversely to the length of the car in a curved course in the below-mentioned plane, and a hook having a point and being hinged to the second of said bumpers on a horizontal axis and adapted t0 turn on said axis to move said point in an arc extending, when the first bumper is not in range, from below the horizontal plane of said hinge upward in an are across a line extending upward ifrom the outer face oi the second bumper in the longitudinal upright plane et the car which supports the second bumper, and means for holding the hook and point in said raised position, whereby the cars bearing said bumpers may meet without coupling and whereby either oit said cars may be turned independently ot the other on its longitudinal axis in a rotary tipple, and a spring located within the second bumper in operative relation with the hook to tend to turn the hookdownward, substantially as described.

8. A mine ear coupling structure comprising two bumpers, the lirst oit' said bumpers having an engaging tace which is upright and extends transversely tothe length of the car in a Curved course in the below-inentioned plane, and a hook having a point and being hinged to the second of said bumpers on a horizontal axis and adapted to turn on said axis to move Vsaid point in an are cxtending, when the iirst bumper is not in range, from below thc horizontal plane ot said hinge upward in an arc across a line extending upward from the outer face o't' the second bumper in the longitudinal upright plane of the car which supports the second bumper, and means for holding the hook and point in said raised position, whereby the cars bearing said bumpers may meet without coupling, and whereby either of said cars may be turned independently el the other on its longitudinal axis in a rotary tipple, and said bumpers being -formed for engagement with each other in said plane, substantially as described.

In testimony whereof I have signed my name, this 20th day of March, inthe year one thousand nine hundred and twenty-two.

HUGH lV. SANFORD. 

